Airplane equipped to heat the wings



June 2, 1942 lF. J. woLFF AIRPLANE EQUPPED To HEAT kTHE WINGS Filed April 5, 1940 2 Shee'es-Sheell 1 |NVENTOR ATTORNEY wrrN Ess June 2, 1942. F. J. WOLFF AIRPLANE EQUIPPED To HEAT THE wINGs Filed April 5, 1940 v 2 Sheets-Sheet 2 INVBNTOR IIIIIIIIIIIIIIIIIIII Hlililllll.

ATTORNEY WITNESS Patented June 2, 1942 UNITED STATES PATENT OFFICE 2,285,071 AmPLANF. EQUIPPED 'ro HEAT THE WINGS Franklyn J. wom, Trenton, N. J. Application Annu 5, 1940, serial No, 323,125l

8 Claims.

The object of the invention is to so modify the construction of airplanes that motor heated air may be forced into the wings, displacing cold air therein, and raising the wing temperature, so that the formation of ice on the upper surface of the wings is positively precluded; to provide a construction for the maintenance of wing temperature above the freezing point that will automatically provide for admission of heated air into the wings in such increments only as to malntain the desired temperature, diverting the remaining heated air to the atmosphere to preclude dangerous motor temperatures; to provide an equipment of the kind indicated in which the two wings of the airplane are separately controlled in order that the one wing, where it is exposed to a head wind with its consequent .cooling effect may be heated sufliciently to maintain the desired temperature therein without unduly raising the temperature of the companionk wing; to provide a construction wherein, in the event of failure of one motor, communication between it and its attendant wing may be automatically cut off and the temperature of both wings maintained by the remaining motor; and generally to provide wing heating equipment which is of comparatively simple form, susceptible of lnstallation without material modification of the airplane, and of a character not likely to fail in service or to subject the motors to undue heating.

With this object in view, the invention consists in a construction and combination of parts of which a preferred embodiment is illustrated in the accompanying drawings but to which the invention is not to be restricted. Practical application may dictate certain changes or alterations and the right is claimed to make any which fall within the spirit of the invention.

In the drawings:

Figure 1 is a plan view of an airplane, partly broken away, the construction of which has been modified to incorporate the invention.

Figure 2 is a vertical sectional view in the plane4 of the axis of one of the motors.

Figure 3 is a sectional view on the` plane indicated by the line 3.-3 of Figure 2.

Figure 4 is a sectional view on the plane indicated by the line--l of Figure 2.

Figure 5 is a sectional view on the plane indicated by the line 5-5 of Figure 4.

Figure 6 is a sectional view on the plane indicated by the line 6-6 of Figure 2.-

In carrying out the invention, the air which flows over the motors and which in common practice is dissipated through the gills I0 formed in the cowl Il, is directed either into the wings, or

through the gills, or partly throughA the wings and through the gills.

To this end, the back wall I2 disposed in the motor nacelle I3 between the motor I4 and the leading edge of the wing I5 is provided with a circular series of openings I6 whichconstitute heated air ports` and through which the air passl ing over the motor cylinders may enter the interior of the wing. i

Y 'I'he wing structure is the spars'as heated air headers.

modified by employing The leading spar I1 serves as the forward header and where it defines the rounded forward' edge o1' the wingr is punched, A,as indicated at. I9, to provide airr admission ports to the forward cells ofthe spar,

the vertical web portions being punched, as indi' cated at 20 and 2 I, to .provide air admission ports t to the different cells of the spar, the last named.

ports providing,airadmission'ports into the wingf space between the leading and' intermediate spar 22. e

Such air as enters the wing, thereforefenters the cells of the leading spar Il and traverses the..

latter, being distributed in the wingspace be#l tween the ribs 23 andA between the leadingand t intermediate spar 22, the upper cells of 'whichV it enters throfugh the ports 24 formed bypunching `v y, the webportions of the intermediate spar. The 'V portsw24 are confined to the upper side of the intermediate spar 22 and similarvports 25 which are formed in the second intermediatefsparnZia" are likewise conned tothe upperl side of the spar. This because the 'heatingeffectfof the air is desired at the upper side of the wing. against the skin covering constituting the `topsurfa'ce of the wing. The heated air is distributed f'rorrith'ev cells of the intermediate spar 22 into-thelspacev between that' spar and the spary 26 andgthrough the ports 25, is distributed throughpthe space ,l

between the spar 26 and the trailing` spar 21.

But heated air cannot enter the wing without the contained air beingdisplaced and thereforethe wing at the trailing edge has lthe wing cover-?v ing slit between the ribs 23 successively fon fthe.k upper and lower surfaces `o'flthewing andthe` skin, where the slit is formed. is depressed or.y L,f forced inward so as to provide air dischargefm` mouths 28 through which thecontained coldA air,v

dischargedas the heated airj r in the wing may be enters.

The wing space onopposite'sidesfof the is placed in communication throughr prts29l con,- sisting of holes punched inthe ribs. j I

The formation: of Atherprts in rthe spars isla-f.-rk accomplished without` any,r vsacrifice* Ain them' strength of the spars, since enough stockisleftz.

in the punching operation topean it overiinto the form of flanges 30 encircling'the spar ports,V

thus strengthening the spars'by an amount approximating what loss'of strength would result inV Y the formation of strai-ght punched unanged holes. The gillsK I0 are either exposed or e covered; or partly covered lbv the movement ofthe dampers 3| which have a slide mounting in the cowl these dampers being mounted for movement in synchronisml with dampers 32 mounted on the front face of vthe'wall 2 and angularly movableto cover or expose the ports or openings I6. The angular movement of the two sets of dampers is limited by the slots 33 through which pass the pins 34 mounted in the front face of the Wall I2. The ports |6 and gills ||I are angularlydisplaced, so that when the dampers 3| close the gills I0, the dampers 32 will bein positions uncovering the ports I6; but when thedampers 32 close the ports I6, the dampers 3| expose the gills I0.

Any intermediate positions of the dampers will leave the gills I and ports or openings I6 partly closed and partly open. Thus the air which ows over the engine cylinders and over the exhaust manifold S and is heated thereby passes either out through the gills' I0 or in through the ports or openings I6 to the interior of the wing, or partly out through the gills and partly into the wing, depending on the damper setting.

The exhaust manifold 3,5 is an annular header with which the exhausts of the cylinders are connected and in order to give it the greatest air heating eiect is exteriorly ribbed, as shown.

The dampers 3| and 32 are automatically controlled by a heat responsive device 36 which may be any acceptable form of thermostat but which is shown as a thermostat of the disk type and mounted within the wing as, for example, on the front face of the intermediate spar 22, being carried by a bracket 31. The thermostat is preferably as near thetop skin of the wing as practical and it is operatively connected with a shaft 38 extending centrally through an appropriate bearing in the wall I2, on the exteriorface of which it is operatively connected with the damper assembly but being anchored to the center of the plate carrying the dampers 32. The operative connection between zthe thermostat and the shaft consists of an arm 39 exending radially from the latter and to the outer extremity of which the thermostat is connected.

When the temperature rises in the wing, the

thermostat expands and thereby rocks the shaft, closing the dampers 32 and opening the dampers 3| or holding the damper 'sets in any intermediate positions sucient to admit enough heated air into the wing to maintain the desired temperature within the latter.

The means by which cold air is precluded from` entering the wing, as in the case of a dead motor when the air owing over the latter would not be heated, is a damper plate 40 mounted on the inner or back face of the Wall I2 and arranged to cover or expose the ports I6, depending on its position. This damper is actuated by a thermostat 4| positioned between the manifold 35 and the wall I2, so as to be responsive to engine heat. Since the air in the region of the manifold will be extremely warm, the thermostat 4| will be so arranged that the air reaching it will be tempered, as by 'partially insulating the thermostat. The thermostat 4| is rockingly supported on a hanger bar `42 swung from one of the motor supports 43 and its remote end is connected by means of' an 'angular arm 44 Awith the damper 40, the angular portion of the arm which connects with the damper passing through an arcuate slot 46 in the wall I2 and through a clearance opening 41 in the damper plate 32. Thus the two dampers may move independently but the arrangement is such that when the thermostat 4| is subjected to heat, the damper 40 will be held in its open position, being closed only when the thermostat 4| contracts, as it will in the presence of cold air, as when the motor stops.

The ribs between the two intermediate spars and between the more rearward of these two and the trailing spar will preferably be provided With the perforations 29 but such perforations will be omitted from the ribs between the leading spa-r and the iirst intermediate spar. Since the former acts as the main air header, this arrangement will make for more even distribution of the heated air at the forward edge of the wing, the perforations 29 acting as heat equalization means from the center of the wing to the rear. 'Ihe perforations, however', will be omitted from the center rib 23a, so that communication between the two wings can be controlled by means of butterfly valves 48 which are designed to be operated in synchronism and which close at the center the ducts which the wing spars provide. Normally the butterfly valves will be in a position of closure so that each wing will be heated with its attendant motor, each wing being provided with both of the thermostatic controls.

A wing temperature of 36 or thereabout will be sufficient to prevent the formation of ice, in which case the thermostats 36 will maintain the dampers 32 closed and the gill dampers 3| open.

Thus the air which passes over the engine cylinders will be dissipated through the gills as is the present practice. But let the temperature within the wings drop. The thermostats 36 contract and advance the gill dampers 3| toward closed position and the wall dampers 32 toward open position. If the wing temperature is low enough, the gill dampers will be closed and the wall dampers opened, so that all of the air passingover the engine cylinders and over the engine manifold will be directed into the wings,

driving out the cold air therein through the discharge mouths 28 and, as the admitted air is cooled within the wing and replaced by other warm air, it will pass out through the'discharge mouths 28. The air being discharged from the wings will thus be of suiclent temperature to prevent the formation of ice at the pivoted edges of the ailerons 43. 1f the surrounding temperature is high enough for the wing temperature to be maintained without its air being displaced with warm air, the thermostats will expand, close the wall dampers and open the gill dampers, so that the heated air will then pass out through the gills. Thus, the thermostatsact as means to provide for 'displacing the air within the wing with heated air in suilicient amounts to maintain a predetermined temperature within the Wings.

But suppose the ship be moving in a head Wind when it is necessary to swing it angularly in order to effect an advance. Then the one wing is leading and the other trailing. But the thermostat of the leading wing will take care of the conditions surrounding it, as will the thermostat of the trailing wing.

If one motor fails, the result will not be the admission of cold air into the attendant wing for then the thermostat 4| of that motor will function. When the motor was operating, the heat so aected the thermostat that the damper 4I) was maintained in open position, but upon motor failure, the drop in temperature which followed contracted the rheostat and resulted in closing the damper 40, so that cold air, was precluded from entering the wing. But in such a contingency, the butterfly valves 48 would be oper- The invention having been described, what is claimed as new and useful is:

1. The combination with an airplane having a hollow wing, a. motor nacelle mounted on the wing, a motor carried in the motor nacelle and a cowl around the motor and provided at the rear thereof with gills, of a wall mounted in the nacelle in rear of the motor and provided with ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the rst dampers and movable into and out of positions of closure for said ports, the gill dampers being open when the port dampers are closed, and means operatively connected with said dampers for actuation of the same, the interior wing space being in communication with said ported wall.

chronized with the rst dampers and movable into and out of positions of closure for said ports,

the gill dampers being open when the port dampers are closed, and means operatively connected with said dampers for the lactuation of the same, the wing at the trailing edge being formed with a series of air discharge mouths and at its leading edge-having its interior in communication with said ported wall.

3. The combination with an airplane having a hollow wing, a motor nacelle mounted on the wing, a motor carried in the motor nacelle and a cowl around the motor and provided at the rear thereof with gills, of a wall mounted in the nacelle in rear of the motor and provided with ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the first dampers and movable into anddout of positions of closure for said ports, the gill dampers being open when the port dampers are closed, and a thermostat within the Wing and operatively connected with said dampers for the actuation of the same, the interior wing space being in communication with said ported wall.

4. The combination with an airplane having a hollow wing, a motor nacelle mounted on the wing, a motor carried in the motor nacelle and a cowl around the motor and provided at the rear thereof with gills, of Ja wall mounted vin the nacelle in rear of the motor andprovided with ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the xst dampers and movable vinto and out of positions of closure for said ports, the gill dampers being open when the port wing, a motor carried in the motor nacelle and a cowl around the motor and providedat the rear thereof with gills, of a wall mounted in the nacelle in rear of the motor and provided with ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the first dampers and movable into and out of positions of closure for said ports, the gill dampers being open when/the port dampers are closed, and a thermostat within the wing and operatively connected with said dampers for the actuation of the same, the Wing at the trailing edge being formed with a series of air discharge mouths and at its leading edge having its interior in communication with said ported wall,

said air discharge mouths being successively at the top and bottom surfaces of the wing.

6. The combination with an airplane having a hollow wing, a motor nacelle mounted on the Wing, a motor carried in the motor nacelle and a cowl around the motor and provided at the rear thereof with gills, of a wall mounted in the nacelle in rear of the motor and provided with ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the first dampers and movable into and out of positions of closure for said ports, the gill dampers being open when the port dampers are closed, a thermostat within the wing and operatively connected with said dampers for the actuation of the same, a further damper controlling the ports in said wall, and a thermostat actuating the last said damper and responsive to engine heated air to maintain said damper open-when expanded and closed when contracted. 7. 'I'he combination with an airplane having a hollow wing, a motor nacelle mounted on the wing, a motor carried in the motor nacelle and a cowl around the motor and provided at the rear thereof with gills,.of a wall mounted in the nacelle in rear of the motor and provided with ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the rst dampers and movable into and out of positions of closure for said ports, the gill dampers being open when the port dampers are closed, and a thermostat within the wing and operatively connected with said dampers for the actuation of the same, the spars being punched to provide air ports so that the cells thereof may act as headers for the distribution of `heated air in the wings.

8. The combination with ain airplane having hollow wings, a motor nacelle mounted on each wing, a motor carried in each motor nacelle and a cowl aroundA each motor and provided at the rear thereof with gills, of a wall mounted in each nacelle in rear of the motor and provided Awith ports, dampers movable into and out of positions of closure for said gills, other dampers synchronized with the rst dampers and movable into and out of positions for said ports, the gill dampers being lopen when the'port dampers are closed, a thermostat withineach wing and operatively connected with the dampers of that wing for the actuation of the same, further dampers controlling the ports in said wall, a thermostat actuating the last said dampers and responsive to the motor contacted air of the attendant motor, each wing being in communication at its leading edge with its associated ported wall and having air discharge mouths at itstrail ing edge, and manually actuable valves controlling communication between the wings.

FRANKLYN J. WOLFF. 

